Fluid transfer methods and systems

ABSTRACT

Fluid is transferred from a supply station to one or more receiving stations separated from the supply station and in motion relative thereto, by directing a coherent, high-velocity, well-defined jet of the fluid from a discharge nozzle or nozzles, whose orientation may be varied according to the relative movement of the respective receiving station, toward and into a fluid catcher at the receiving station from which the received fluid may be distributed to appropriate storage tanks. The fluid jet is unconfined throughout its path from the supply station to the receiving station, passing directly through the open space between the stations, the maintenance of integrity of the jet over that path depending upon such factors as discharge nozzle design, supply pressure, and viscosity of the fluid.

United States Patent [72] Inventor [54] FLUlD TRANSFER METHODS AND SYSTEMS l4Cllims,3DrawingFigs.

s21 us.c1 141/1, 141/284, 137/815, 137/802, 244/135 51 1111.01 8631127/24 so FieldoiSearch 137/815.

[56] References Cited UNITED STATES PATENTS 2,698,664 1/1955 Freeman 169/25 2,889,856 6/1959 Magnuson 141/67 X 3,220,482 11/1965 Eveleth 3,262,468 6/1966 Metzger Primary Examiner-Laveme D. Geiger Assistant Examiner-Edward .l. Earls Attorney-Hurvitz, Rose and Greene ABSTRACT: Fluid is transferred from a supply station to one or more receiving stations separated from the supply station and in motion relative thereto, by directing a coherent, highvelocity, well-defined jet of the fluid from a discharge nozzle or nozfles, whose orientation may be varied according to the relative movement of the respective receiving station, toward and into a fluid catcher at the receiving station from which the received fluid may be distributed to appropriate storage tanks. The fluid jet is unconfined throughout its path from the supply station to the receiving station, passing directly through the open space between the stations, the maintenance of integrity of the jet over that path depending upon such factors as discharge nozzle design, supply pressure, and viscosity of the fluid.

FLUID TRANSFER METHODS AND SYSTEMS BACKGROUND OF THE INVENTION The present invention relates generally to systems for transferring fluids from a supply station to one or more receiving stations, which may be moving relative to the supply station and relative to each other, without the requirement of any fixed connections or conduits, whether rigid or flexible, by which to impose constraints or fixed boundary conditions on the fluid flow between stations. The invention has been found to have particular utility in the transfer of fuel from a supply vessel or craft, such as a tanker or oiler ship, to other vessels powered by such fuel or having apparatus so powered, by which to replenish the fuel stores of the latter vessels; and such a practical application will be specifically discussed in the ensuing specification as exemplary of the actual and potential uses of the invention. However, it is to be emphasized that no restrictions or limitations are intended or are to be imposed on the scope of the invention by resort to the exemplary embodiment, except as limitations thereto may be presented in the accompanying claims.

In the past, refueling operations between ships at sea have, even under the best of conditions, presented significant problems in such areas as procedures for deployment of personnel and apparatus necessary to effect the fuel transfer; and techniques for coupling and uncoupling of fuel lines by which to effect rapid and reliable transfer over a minimal time interval. Additionally, such transfer must be made without subjecting the vessels to high probability of damage and/or injury to personnel as a result of collision between the vessels or between loose connecting lines and one or more of the vessels, all while maintaining reasonably fast breakaway capabilities in the event of emergency; and providing for maintenance of some semblance of maneuverability (and hence lessening of vulnerability in the event of attack) of the ships involved over the period of the refueling operation. When adverse weather conditions and/or combat conditions are added to these normally existing problems, it may be well appreciated why many naval commanders have observed that the operation of refueling of ships at sea is among the most difficult and dangerous tasks in naval operations.

in a typical seagoing refueling operation, the ship whose tanks or stores are to be replenished is brought alongside the oiler or supply ship, or vice versa, and heavy lines, usually wire ropes, by which attached hoses and couplings are to be conveyed, are transferred from one vessel to the other. The free end of each of the lines is fastened to a respective winch or block and tackle arrangement and the hoses or other connecting lines or conduits are pulled across for connection to appropriate fuel flow lines within the respective vessel. After all hose lines have been secured and all connection points fastened and rechecked, the fuel is transferred between the ships by means of suitable pumps on each ship. When the storage tanks have been filled or brought to the desired percentage of capacity, the supply of fuel from the oiler is terminated, and pumping continued until most of the fuel remaining in the connecting lines has been transferred. At that point, the coupling procedure is reversed to uncouple the refueled vessel and allow it to move away as the next ship is brought alongside.

The entire operation takes place, of course, as both ships are undergoing movement relative to one another in response to normal wave motion or surface chop or rough seas, as the case may be, and in response to differences, though they may be slight, in speed and heading. Accordingly, extreme care is required to prevent collision between the vessels or breakage of the connecting lines as a result of movement respectively toward or away from each other during transfer. In addition to the apparent dangers present in a broken, whipping hose line, a severe fuel hazard is created by the outpouring of fuel from the ruptured line before it can be closed off. As the number of connecting lines and/or ships involved increases, the number of hazards and probability of injury or damage are proportionately increased.

Accordingly, it is a principal object of the present invention to provide methods and systems for improved transfer of liquid fuel and other fluids between ships at sea.

It is a broader object of the invention to provide methods and systems by which fluids may be transferred from a supply station to one or more receiving stations separated from the supply station, without any need for solid connections therebetween.

Still another object of the present invention resides in the provision of methods or systems in accordance with the immediately preceding objective, wherein such transfer may be effected while the supply station and one or more of the receiving stations are undergoing relative movement.

SUMMARY OF THE INVENTION Briefly, in accordance with a system embodiment of the present invention having particular utility in the replenishment of fuel supplies of seagoing vessels, a supply ship, such as an oiler, is provided with means by which its stored fuel oil may be discharged at desired pressure in the form of a continuous, well-defined liquid jet or stream from one or more nozzles positioned in respective steerable turrets or in other support structure adapted for variable orientation for tracking purposes. Each ship whose fuel stores are to be replenished is provided with at least one fuel catcher structure, preferably though not necessarily at or near its bow. Each catcher has a self-aligning hornlike entryway to present a suitable target for aiming the fuel oil stream from the supply ship, and is adapted to decelerate the incoming liquid jet within an extremely short path after arrival, without generation of spray, and to feed the decelerated fluid to a central tank for immediate or subsequent distribution to the various fuel tanks.

In the refueling operation, the ships to be refueled are brought into position in tight formation with, and astern of (Le, for the aforementioned exemplary bow location of the catcher structure), the supply ship. Preferably, the receiving ships rendezvous two at a time from standby to refueling stations located at approximately and 225 azimuthal angles relative to a reference line in the direction of heading of the supply ship, and at distances of approximately 50 to feet from the stern of the supply ship, at which the discharge nozzles are located. When the receiving ships are properly positioned on "refueling stations," a rapidly initiated jet of fuel oil is directed from each nozzle on the supply ship toward the target presented by the respective catcher structure, at a transfer rate compatible with the capability of the receiving ship to store large quantities of fuel in a central tank or to distribute the received fuel oil to its storage tanks. When the desired amount of fuel oil has been supplied to a particular ship, the appropriate jet is immediately and cleanly terminated, and the next ship is brought into position on refueling station as the refueled ship moves away toward its desired or assigned course of operation.

As previously observed, a principal advantage of systems in accordance with the present invention resides in the capability of effecting a transfer of fluid between two separated stations without the need for fluid-confining couplings such as conventional connecting hoses therebetween. From the above brief summary of one particular embodiment of the invention, however, a number of other advantages will become immediately apparent. For example:

a. there is a significant improvement in the procedural aspects of fuel transfer between ships at sea;

b. fuel may be transferred at rates far exceeding those of which conventional transfer systems are capable;

c. the permissible relative locations of the ships during fuel replenishment at sea represents an improvement over transfer locations required in conventional transfer systems, in respect to such factors as stabilization of the refueling station regions by the supply ship wake, reduced likelihood of contact between the supply and receiving ships, capability of rapidly moving away from each other or of maintaining a tight formation, even while effecting a turn, (i.e., maneuverability by virtue of an absence of any solid connecting lines, which itself is an important feature of the invention apart from advantageous relative locations of the ships);

d. there is a capability of rapid initiation and cessation of fuel transfer, and of rapid servicing of a convoy, group, or fleet of ships, limited only by the speed with which each ship is capable of entering and leaving its refueling station location, according to a predetermined pattern of closure and departure for the ships to be serviced;

e. the system is reduced in cost in comparison with cost of prior art fluid transfer systems, as a result of reduction and simplification of required apparatus and reduction of personnel (manning) requirements to effect the transfer;

f. refueling contact may be discontinued practically instantaneously by either ship without special coordination of movement or plan with the other ship, in the event of attack or other emergency, or of achievement of maximum fuel load;

g. since each ship is unattached to the other, each is free to maneuver and is consequently far less vulnerable in event of attack during a refueling operation according to the present invention, than has been the case in past refueling operations;

h. in the event of battle, refueling may be accomplished with minimization of time required off battle station by the ship to be refueled;

i. the possibility of loss of large quantities of fuel, as has often occurred in past transfer operations, either as the result of rupture of feed lines or improper coupling techniques, and the attendant probability of fire, are significantly reduced.

It will also be observed that the oiler tanker or other supply ship may be loaded or unloaded offshore by use of appropriate land-based or sea-based (e.g., offshore towers or floating anchored platforms) supply or receiving stations if desired.

insofar as refueling operations at sea are concerned, it is not necessary, of course, that the ship to be refueled proceed to the supply ship; rather the latter may be brought into desired refueling position with respect to the former.

in accordance with a further aspect of the present invention, methods of transferring fluid from a supply station to one or more receiving stations are provided, in general, by ejecting the fluid under pressure from the supply station toward the selected receiving station in the form of a well'defined jet or stream through the open space between supply station and receiving station, maintaining the relative locations of supply station and each receiving station within a predetermined range or distance over which the jet or stream substantially retains its integrity, and catching the incoming jet or stream of fluid at the receiving station in such manner as to produce rapid deceleration thereof while preventing the generation of a spray therefrom.

The aforementioned objects, features and advantages of systems in accordance with the present invention are, of course, present in methods performed in accordance therewith. Still further objects, features and attendant advantages will become apparent from a consideration of the following detailed description of an embodiment of a seagoing fuel transfer system of the type described briefly above.

BRIEF DESCRIPTION OF THE DRAWJINGS MG. 11 is a perspective view of the preferred relative locations of ships and exposed system apparatus thereon in a system for effecting transfer of fuel between ships at sea;

FIG. 2 is a simplified diagram of a supply station aboard the supply ship of FIG. 1; and

F IG. 3 is a simplified diagram of a receiving station aboard a ship to be refueled in the system of HG. i.

DESCRllP'llON OF AN EMBODIMENT Referring now to the drawings, and in particular to FIG. 11, a supply ship 111111 such as a tanker or oiler, which in this exemplary system embodiment contains the supply station, is provided with one or more discharge nozzles 12 of conventional design for forming a high-velocity, well-defined jet or stream 15 of the fluid supplied thereto in a manner to be described presently. Preferably, each nozzle is supported in a respective separately steerable assembly or turret 17 of a type corresponding to or based upon the operation of a conventional gun turret, which may be manually or automatically controlled in any known manner to vary the orientation of the nozzle itself within predetermined limits, and hence the direction of the jet or stream emanating therefrom in accordance with the relative movement of a respective receiving target area within which the jet is to impact. Preferably also, each steerable nozzle support assembly 117 is located at or near the stern of the supply ship, for reasons which will presently become apparent, although it is to be understood that other positions may be utilized, as along either or both port or starboard sides of the supply vessel, if desired. Moreover, it will be observed that the use of a steerable nozzle, or of means otherwise adapted to vary the direction of propulsion of a jet or stream of fluid at the supply station, is necessary or desirable only in those situations in which the supply and receiving stations undergo or may undergo movement relative to one another.

A ship whose fuel supply is to be replenished, hereinafter referred to as a receiving ship or vessel, is brought into position for fuel transfer prior to initiation of a jet of the fuel from the respective nozzle or nozzles on the supply ship. Refueling stations astern of the supply vessel, and therefore discharge nozzles positioned at the aft end of the supply vessel, are preferred because such locations lie or may be designated to lie in regions of the oceans surface stabilized by the wake of the supply ship. in particular, it has been found that refueling station locations astern of the supply ship at azimuth angles of approximately and 225 with respect to an axis in the direction of motion of the supply ship, and with the supply station of that vessel at or near the origin of the coordinate system, as illustrated by the relative ship locations in P16. 1, are less likely to be rough or choppy than are other potential locations of receiving ship alongside or at the rear of the supply ship. Moreover, the relative velocity of air and liquid jet is reduced as a consequence of forward motion of the ships, thereby reducing jet dispersion.

it has been found that a jet of 1% inch to 3-inch diameter, for example, will retain its solid core, well-defined character and will travel with an actual low sag trajectory closely approximating the theoretical trajectory for distances (slant range) of feet or more when discharged at an angle of 20 to the horizontal (in a positive direction, of course) at a supply pressure of p.s.i.g. or greater. At or near the end of its flight, the actual trajectory of the jet separates somewhat from the theoretical trajectory as a result of some dispersion of the stream, i.e., the spreading of droplets of the liquid stream adjacent its periphery producing an increase in aerodynamic drag on the stream tending to bring it below the theoretical trajectory. At supply pressures ranging from 200 psi. to 250 p.s.i. the velocity of a jet of the aforementioned character, having a viscosity approximately equal to that of water (about 1.79 centipoises at 32 F.), is of the order of feet per second.

For these and other reasons it is preferable that each receiving ship 19, 2 11) be positioned such that its fluid catcher structure 23 is at a horizontal distance within the range of approximately 100 feet :50 feet from the respective discharge nozzle of the supply ship, along the azimuth angles mentioned earlier. Thus, receiving ship 19, for example, is preferably positioned relative to supply ship lili such that its catcher 23 lies along a line at an angle of about 135 with respect to the direction of heading of the supply ship (each receiving ship moving in the same direction as the supply ship, of course), and is located at a point a mean distance of about 100 feet, or within a radius of, say, 150 feet of that point, from the discharge nozzle 12 on the starboard side of the stern of the supply vessel. The 50 foot radius about the mean distance point implies that the fluid catcher on the receiving ship may lie within a detenninable angular sector, i.e., may deviate from the specified refueling station azimuth angle, and therefore, the discharge nozzles must be steerable through a horizontal angle corresponding to at least the limits of that sector, typically ;2(l from the specified azimuth angle.

Referring now to FIG. 2, the supply station 35 aboard the supply ship includes a source 37 of the fluid to be transferred, in this instance fuel oil, and a steerable nozzle 39 which may be manually oriented for aiming the stream of fuel oil to issue therefrom, but which in the illustrated embodiment is automatically oriented by control information supplied from a tracking and control station 40. The control station may be of completely conventional design, corresponding for example to the typical naval or aircraft fire control system employed to track the target and to orient the guns and control firing thereof in accordance with the tracking information. Of course, tracking and control 40 may be vastly simplified with respect to the prior art control systems because of the relaxation of certain requirements; for example, target range normally varies only a few feet from a refueling station mean location, and therefore pitch and azimuth angle limits within which the discharge nozzle is steerable are rather small. Similarly, the flight time of a discrete portion of the liquid jet is typically less than one second, for the range involved; target size is known and is consistent; no coordination of discharge nozzles, assuming more than one on the supply ship, is necessary; and the maximum acceleration of the launcher and target is less than one G.

in one form of the tracking system a source of light for projecting a pencil beam may be positioned immediately adjacent the fluid catcher on the receiving ship, and is tracked either manually, or automatically by use of conventional photodetection systems. In the case of automatic tracking and control, the system may employ pure fluid components, if desired. Two lights having a fixed separation at the target will permit range determination, to allow for fuel cutoff at unduly long or short range.

Fluid from source 37 is supplied under pressure to the discharge nozzle 39 by operation of pump 42. However, in order to provide rapid turn-on and turnoff of the fuel stream, and thereby to prevent loss of fuel at the initiation and termination of the transfer operation, it is essential that some means be employed by which to achieve blunt slug flow at beginning and end of the fuel oil stream. Preferably, that means is provided in the form of a pure fluid diverter valve 43, available from Bowles Engineering Corporation, Silver Spring, Maryland. In brief, the diverter valve is a flip-flop device having an inlet nozzle which feeds incoming fluid past right and left control passageways 46 and 47 to an interaction chamber from which right and left output ports 50, 51, respectively, are provided. in the absence of a control signal (i.e., application of fluid to one of the control passageways), the built-in bias on the valve causes all of the incoming fuel oil flow to be delivered to the output port 51 by which the flow is directed to a bypass line and thence to the pump sump for return to the source tank or chamber 37.

When the receiving ship is on refueling station, i.e., within the aforesaid circle, and a jet of fuel oil is to be discharged from nozzle 39, a control signal is applied to passageway 47 to divert the flow of fuel from the bypass line to output port 50 and thence to the discharge nozzle. Upon completion of the fuel transfer operation, a control signal is applied to passageway 46 of diverter valve 43 to rapidly switch the fuel flow from discharge nozzle to pump sump. This high speed switching of a high velocity stream of fuel oil to and from discharge nozzle 39 is effective to ensure clean tum-on and cutoff of the jet, as required. Although the control signals may be applied to diverter valve 43 by manually operated means, it is preferred that application of the control signals be performed automatically in accordance with tracking information derived by control station 40 as shown in FIG. 2. Preferably,

the control signals are hydraulic in form, although pneumatic may be used to command bypass flow only. Vortex throttle may be used for shutoff.

Use of a reliable automatic tracking system to control the orientation of the discharge nozzle practically assures initial hitting of the target area on the receiving ship with the jet, and continued impact of the jet of fuel oil within that target area irrespective of the relative motion between the supply and receiving ships, as the discharge nozzle is controllably steered accordingly. In the event of manual tracking, however, there is likely to be some lack of accuracy especially upon initiation of the flight of the fuel oil stream, i.e., an interval, however short, during which the human tracker may be required to hunt and zero-in on the target with the fuel jet. Such an occurrence would result in some loss of fuel oil, but more importantly, would create a severe fire hazard if, for example, the bow section or portion thereof of the receiving ship were doused with fuel oil before the tracking or steering operator could "find" the target. To prevent just such an occurrence, where manual tracking of the target and steering of the nozzle are employed, it is preferable to first locate" the target with a jet of water, and having done so, to then rapidly switch from the water jet to the fuel oil stream.

A system for achieving this objective is shown in FIG. 2 as an ancillary portion of that part of the apparatus of that FIG. thus far described. In particular, rather than supplying fuel oil directly from output port 50 of diverter valve 43 to discharge nozzle 39, a two-way valve 56 is interposed in the line to permit passage of fuel oil in the manner just stated in one mode of operation, and in a second mode of operation, to block fuel oil from entering the conduit to the discharge nozzle while passing fluid from a pipe 58 thereto. In this case, the latter fluid is water obtained from a source 60 and applied under high pressure, by means of pump 62 to a second diverter valve 65. The water is normally fed through an output port of diverter valve 65 to a return line for source 60. Upon application of a control signal to passageway 67, however, the water flow is diverted to pipe 58 and thence valve 56 to discharge nozzle 39. Once the target is struck by the stream of water, the water jet may be cut off, and simultaneously therewith, the fuel oil flow diverted to the discharge nozzle by appropriate operation of valves 43, 56, and 65. To this end, the control signal applied to passageway 47 to efiect switching of fuel flow from port 51 to port 50 of diverter valve 43 (or by removal of signal in 46) may also be applied to passageway 68, thereby concurrently switching the water flow to the water return line. At the same time, valve 56 is actuated to pass the fuel to the nozzle.

This initial use of a water jet requires that liquid be prevented from entering the fuel storage tanks on the receiving ship until the stream impacting on the target area is composed entirely of fuel oil. For this purpose, the fluid catcher on the receiving ship may be blocked until, upon signal coordination with the supply ship, an indication is given to the receiving ship that a fuel oil jet is to be discharged, whereupon the catcher may be unblocked. For the distances between ships and the jet pressures mentioned earlier, it has been found that the flight of any point on the jet from discharge nozzle to catcher requires less than 1 second. Accordingly, it is sufficient to energize a supply signal light for advising the receiving ship of fuel oil transfer simultaneously with the switching from water jet to fuel jet or slightly in advance thereof.

Referring now to FIG. 3, the receiving station aboard the ship to be refueled includes a fluid catcher of the type described in US. Pat. No. 3,262,468 to Metzger. Briefly, the Metzger catcher structure comprises an elongated chamber having a cross section with a smooth continuous curve, e.g., of circular or elliptical form, and having a homlike mouth or entryway by which an incoming fluid stream may be introduced generally tangentially to the interior of the chamber. The fluid then follows the path defined by the curved interior surface of the wall of the chamber, traveling through an angle greater than so that it closes upon itself to form a fluid curtain across the entryway in the path of the incoming stream thereat. in this manner, the fluid stream is rapidly decelerated by absorption of a substantial portion of its energy by the catcher, and simultaneously therewith is presented with a splash-preventing configuration in the form of the fluid curtain and curved surface of the catcher. Moreover, the now low-velocity fluid is conveniently directed into a deaerating tank, designated by reference numeral '77 in MG. 3 of the present drawing, from which it may be distributed to the receiving ship's fuel tanks a, WM, dtln by means of connecting lines, and pumps and valves operated by command signals from a control station 85 having, among other things, monitors for level detectors in each tank. A suitable embodiment of such a control and distribution system is disclosed in copending U.S. Pat. Application Ser. No. 645,! of Bauer et al., now U.S. Pat.No. 3,503,411.

Referring again to the catcher 75, further prevention of splash or spray of the incoming fuel jet or stream may be accomplished by use of a heavy mesh or screen flit fastened within the catcher chamber substantially perpendicularly to the anticipated path of the incoming stream, as also disclosed in the aforementioned Metzger patent.

Preferably, the fluid catcher pivots about horizontal and vertical axes (relative the deck of the receiving ship) at or near a point designated 90, slightly forward of its mouth, to compensate for normally expected variations in elevation and azimuth of the catcher resulting from pitch and roll of the receiving ship. Compensation of catcher elevation variations of the order 1-15 feet for example, is usually adequate. For this purpose, the channel between catcher chamber and deaerating tank may be of bellows construction as designated at 92. Moreover, since the discharge nozzle aboard the supply ship is steerable through a solid sector angle of approximately 35 or more degrees, variation of direction of fuel stream is available to further compensate for relative motion between the ships. in any event the pivotal coupling of the catcher is effective to maintain its mouth in alignment with the incoming fuel jet as a result of the jet momentum. That is to say, the catcher tends to pivot with changes in angle of the incoming fluid stream, in accordance with the impact force on the entryway wall, and thereby to follow any slight variations in direction of the fuel stream within reasonable limits.

For fuel transfer at a rate of 120,000 gallons per hour, at 250 pounds per square inch (gage) supply pressure, and assuming a fuel specific gravity of 1.00, it can be demonstrated that the jet momentum develops an impact load on the target of approximately 840 to 1680 pounds (dependent upon the method by which the jet is stopped), an amount readily handled by the fluid catcher structure. it will be apparent, however, that impact load may be reduced, if desired, by appropriate reduction of the supply pressure; and that the fuel transfer rate may be maintained approximately at the previous level by appropriate increase in discharge nozzle size.

While l have described and illustrated one specific embodiment of my invention, it will be clear that variation of the details of construction which are specifically illustrated and described may be resorted to without departing from the spirit and scope of the invention as defined in the appended claims.

What I claim is:

ll. A method of transferring fluid from a supply station to one or more receiving stations separated from the supply station, comprising the steps of discharging said fluid in the form of a high-velocity, well-defined stream toward each said receiving station from said supply station through the open space therebetween, maintaining the relative locations of supply station and each receiving station within a predetermined distance over which said fluid stream substantially retains its integrity during the fluid transfer operation, and catching the incoming fluid stream at each receiving station in such a manner as to produce rapid deceleration thereof while simultaneously preventing the generation of any substantial spray therefrom;

wherein said fluid stream is initially discharged at high velocity from said supply station by rapidly diverting the flow of said fluid under pressure from an internal closed path within the supply station to a path leading to the point from which said fluid stream is to be discharged;

wherein said fluid stream is cleanly terminated at the conclusion of the fluid transfer operation by high speed switching of the flow of said fluid from said discharge point path to said internal closed path;

wherein is further included the steps of tracking the motion of the receiving station from the supply station while discharging said fluid stream accordingly, and distributing the fluid caught by said receiving station;

wherein the supply station and the receiving stations are located aboard separate ships, and wherein a ship to be refueled having a receiving station thereon is located astern of the supply ship to catch along its bow section a fuel stream discharged from the stern section of the supply ship, said ship to be refueled being maintained in a region of the ocean surface stabilized by the wake of the supply ship and headed in the same general direction as the supply ship.

2. The method of transferring a flammable liquid between first and second spaced and relatively movable locations, said method including the steps of:

a. issuing a well-defined, high-velocity, and unconfined stream of said flammable liquid from said first location toward said second location:

b. maintaining the distance between said first and second locations less than a predetermined distance over which said stream of flammable liquid retains its integrity;

0. adjusting the direction of said stream in response to relative motion between said first and second locations to maintain said stream directed at said second location; and

d. receiving the fluid stream at said second location in such a manner as to rapidly decelerate the stream while preventing generating of substantial spray of said flammable liquid, wherein step (a) is preceded by issuing a test stream of nonflammable liquid from said first location toward said second location, controlling the direction of said test stream to assure it is being properly received at said second location, and replacing said test stream with said stream of flammable liquid.

3. The method of transferring a flammable liquid between first and second spaced and relatively movable locations, said method including the steps of:

a. issuing a well-defined, high-velocity, and unconfined stream of said flammable liquid from said first location toward said second locations;

b. maintaining the distance between said first and second locations less than a predetermined distance over which said stream of flammable liquid retains its integrity;

c. adjusting the direction of said stream in response to relative motion between said first and second locations to maintain said stream directed at said second location; and

(1. receiving the fluid stream at said second location in such a manner as to rapidly decelerate the stream while preventing generating of substantial spray of said flammable liquid; wherein: said first location is at the stern of a first ship at sea; said second location is at the bow of a second ship at sea; and said first and second ships are headed in the same general directions, said second ship being positioned astern of said first ship in a region of the sea surface stabilized by the wake of said first.

d. A system for transferring fluid from a movable supply station to a movable receiving station separated from said supply station and movable relative thereto, said system comprising, at said supply station, a source of said fluid, a nozzle for discharging said fluid in the form of a high-velocity, welldefined stream toward said receiving station, means for supplying fluid under pressure from said source to said discharge nozzle, and control means for controllably directing said stream to permit its continued direction toward said receiving station in response to relative motion between said supply and receiving stations; and, at said receiving station, fluid catcher means for receiving an incoming high-velocity, well-defined fluid stream and for decelerating and diffusing said incoming stream while preventing substantial generation of spray therefrom, and means for storing the received fluid.

5. The system according to claim 4 wherein as part of said control means said nozzle is secured for variable orientation, and thereby, for selective variation of direction of the fluid stream discharged therefrom.

6. The system according to claim 5 wherein said control means includes means for automatically tracking the position of said receiving station and for controlling the orientation of said nozzle in accordance therewith.

7. The system according to claim 5 wherein said supply station further includes means for selectively initiating and terminating the fluid stream discharged from said nozzle at high velocity flow, the last-named means including a valve selectively operable at high switching speeds to divert fluid flow from an internal closed path in the supply station to a path leading to said discharge nozzle, and back to said internal closed path.

8. The system according to claim 5 wherein said fluid is liquid fuel, said system further including at said supply station means for supplying water under pressure to said discharge nozzle while preventing the flow of said liquid fuel to said nozzle to permit initially locating said fluid catcher means with a nonflammable liquid stream prior to discharge of a liquid fuel stream.

9. The invention according to claim 5 wherein at least one of said supply station and said receiving station is located aboard a seagoing vessel.

10. The invention according to claim 9 wherein said fluid is liquid fuel.

11. The system according to claim 5 wherein said supply and receiving stations are located aboard respective sea going vessels.

12. The system according to claim 4 further including at said receiving station means for distributing the received fluid to said storing means.

13. The system according to claim 12 wherein said distributing means includes a deaerating tank for accepting fluid captured by said catching means.

14. The system according to claim 4 wherein said fluid catcher means is secured for variable orientation, to maintain alignment with the incoming fluid stream. 

1. A method of transferring fluid from a supply station to one or more receiving stations separated from the supply station, comprising the steps of discharging said fluid in the form of a high-velocity, well-defined stream toward each said receiving station from said supply station through the open space therebetween, maintaining the relative locations of supply station and each receiving station within a predetermined distance over which said fluid stream substantially retains its integrity during the fluid transfer operation, and catching the incoming fluid stream at each receiving station in such a manner as to produce rapid deceleration thereof while simultaneously preventing the generation of any substantial spray therefrom; wherein said fluid stream is initially discharged at high velocity from said supply station by rapidly diverting the flow of said fluid under pressure from an internal closed path within the supply station to a path leading to the point from which said fluid stream is to be discharged; wherein said fluid stream is cleanly terminated at the conclusion of the fluid transfer operation by high speed switching of the flow of said fluid from said discharge point path to said internal closed path; wherein is further included the steps of tracking the motion of the receiving station from the supply station while discharging said fluid stream accorDingly, and distributing the fluid caught by said receiving station; wherein the supply station and the receiving stations are located aboard separate ships, and wherein a ship to be refueled having a receiving station thereon is located astern of the supply ship to catch along its bow section a fuel stream discharged from the stern section of the supply ship, said ship to be refueled being maintained in a region of the ocean surface stabilized by the wake of the supply ship and headed in the same general direction as the supply ship.
 2. The method of transferring a flammable liquid between first and second spaced and relatively movable locations, said method including the steps of: a. issuing a well-defined, high-velocity, and unconfined stream of said flammable liquid from said first location toward said second location: b. maintaining the distance between said first and second locations less than a predetermined distance over which said stream of flammable liquid retains its integrity; c. adjusting the direction of said stream in response to relative motion between said first and second locations to maintain said stream directed at said second location; and d. receiving the fluid stream at said second location in such a manner as to rapidly decelerate the stream while preventing generating of substantial spray of said flammable liquid, wherein step (a) is preceded by issuing a test stream of nonflammable liquid from said first location toward said second location, controlling the direction of said test stream to assure it is being properly received at said second location, and replacing said test stream with said stream of flammable liquid.
 3. The method of transferring a flammable liquid between first and second spaced and relatively movable locations, said method including the steps of: a. issuing a well-defined, high-velocity, and unconfined stream of said flammable liquid from said first location toward said second locations; b. maintaining the distance between said first and second locations less than a predetermined distance over which said stream of flammable liquid retains its integrity; c. adjusting the direction of said stream in response to relative motion between said first and second locations to maintain said stream directed at said second location; and d. receiving the fluid stream at said second location in such a manner as to rapidly decelerate the stream while preventing generating of substantial spray of said flammable liquid; wherein: said first location is at the stern of a first ship at sea; said second location is at the bow of a second ship at sea; and said first and second ships are headed in the same general directions, said second ship being positioned astern of said first ship in a region of the sea surface stabilized by the wake of said first.
 4. A system for transferring fluid from a movable supply station to a movable receiving station separated from said supply station and movable relative thereto, said system comprising, at said supply station, a source of said fluid, a nozzle for discharging said fluid in the form of a high-velocity, well-defined stream toward said receiving station, means for supplying fluid under pressure from said source to said discharge nozzle, and control means for controllably directing said stream to permit its continued direction toward said receiving station in response to relative motion between said supply and receiving stations; and, at said receiving station, fluid catcher means for receiving an incoming high-velocity, well-defined fluid stream and for decelerating and diffusing said incoming stream while preventing substantial generation of spray therefrom, and means for storing the received fluid.
 5. The system according to claim 4 wherein as part of said control means said nozzle is secured for variable orientation, and thereby, for selective variation of direction of the fluid stream discharged therefrom.
 6. The system according to claim 5 wherein said control means includes means for automatically tracking the position of said receiving station and for controlling the orientation of said nozzle in accordance therewith.
 7. The system according to claim 5 wherein said supply station further includes means for selectively initiating and terminating the fluid stream discharged from said nozzle at high velocity flow, the last-named means including a valve selectively operable at high switching speeds to divert fluid flow from an internal closed path in the supply station to a path leading to said discharge nozzle, and back to said internal closed path.
 8. The system according to claim 5 wherein said fluid is liquid fuel, said system further including at said supply station means for supplying water under pressure to said discharge nozzle while preventing the flow of said liquid fuel to said nozzle to permit initially locating said fluid catcher means with a nonflammable liquid stream prior to discharge of a liquid fuel stream.
 9. The invention according to claim 5 wherein at least one of said supply station and said receiving station is located aboard a seagoing vessel.
 10. The invention according to claim 9 wherein said fluid is liquid fuel.
 11. The system according to claim 5 wherein said supply and receiving stations are located aboard respective sea going vessels.
 12. The system according to claim 4 further including at said receiving station means for distributing the received fluid to said storing means.
 13. The system according to claim 12 wherein said distributing means includes a deaerating tank for accepting fluid captured by said catching means.
 14. The system according to claim 4 wherein said fluid catcher means is secured for variable orientation, to maintain alignment with the incoming fluid stream. 